SS Willem III was the lead ship of the Willem III class, and the first ship of the Stoomvaart Maatschappij Nederland (SMN). She was burnt on her maiden trip. Later the wreck was repaired and sailed as Quang Se, Glenorchy and Pina.
Context
Steamships for the Suez Canal SS Willem III was the lead ship of the Willem III class, and the first ship built for Stoomvaart Maatschappij Nederland (SMN). The SMN was founded in May 1870 for the express purpose of establishing a steam shipping line to Java via the Suez Canal, which opened in 1869. This would require steamships of a 'new' type.
Before construction of the Suez Canal started in 1859, steamships were not economical in communication with the far east. The basic problem was that steaming the long distance around Cape of Good Hope consumed so much coal that if a ship carried enough coal, it did not have enough cargo space left to make a profit. Coal could be loaded en route, but bunkering took so much time that most of the advantage in speed would then be lost. During the 10 years that the canal was constructed, developments in steam power went ahead. A crucial development was the compound engine suitable for use in salt water. The compound engine reduced coal consumption by nearly 50%. It would give the steamship a definite lead on the sailing ship, which could not reliably use the Suez Canal. However, the small number of existing ships with compound engines, meant that in practice a shipping line that wanted to use the canal had to buy new ships.
Stoomvaart Maatschappij Nederland The Stoomvaart Maatschappij Nederland was founded 1869-1870. It got some guarantees for cargo from the state, but one of the conditions was that its first ship had to leave for the Indies at a certain date. This would become 15 May 1871. It was one of the reasons why the selection of a ship type and builder was one of the first tasks of the SMN. The choice for John, Elder & Co was very likely, because C.J. Viehoff was closely involved in founding the SMN. Viehoff was a continental representative for John, Elder & Co. He even became one of the executive members of SMN's first board, and then quit as representative of John, Elder & Co. One can assume that Viehoff profited from the deal with John, Elder & Co. One can also safely assume that the other founders somehow wanted to profit.
After the SMN had been founded Boissevain and Viehoff traveled to Glasgow to finalize the order. The final bidding would take place between four major shipbuilders on the Clyde. John, Elder & Co was said to have won this order on terms and price. The final delivery term of Willem III was set on 1 April 1871. It was a term of 11 months and this was very short at the time. From the fact that only shipbuilders on the Clyde were invited to this tender, one can assume that it took place during the stay of Boissevain and Viehoff in Glasgow. This might have caused a delay that put severe pressure on the construction and delivery of Willem III, so that she could sail on 15 May 1871.
Characteristics
Dimensions SS Willem III was 320 feet long, 39 feet wide and had a draught of 21 feet 2 inches. The cargo size of the ship was 2,600 tons GT. Tideman has general data about Prins van Oranje, which can be assumed to be identical to Willem III: 97.53 m from bow to stern. Beam 11.96 m external. Depth of hold 9.775 m. Draught 6.7 m. .
Machinery The compound steam engines were also delivered by the shipyard. They were of the improved Wolf system of nominal 400 hp, effective 1,600 ihp. They were said to consume only 20 tons of coal a day. As Quang Se she had a screw of the Hirch system.
Accommodation There was accommodation for 90 passengers first class, and 30 passengers second class. For the passengers the first class saloon was the luxurious center of the ship. Here up to 70 people could have dinner and other meals. There were also a ladies room, a children's room and a library. The smoking lounge was the place where smoking was permitted. The passenger cabins were for 2-4 persons. On the return trip first class A cabins for two persons cost 1200 guilders per adult passenger. First class B cabins were for four persons and would cost 900 guilders per adult. In all other respects first class A and B were the same. Second class passengers would pay 500 guilders on the return trip.
There were also ice-rooms, a butchery, a map room, a pharmacy, a pantry with equipment to heat 1,600 plates, a buffet, a fruit storage, general food storage, a 'cellar' for beer, wine and liquors, a dessert room. On deck were some sheds for livestock and for four cows.
Complement The crew of Willem III consisted of 90 persons. A captain, four officers, a medic, 25 non commanding officers and sailors, 4 engineers with 21 assistants and firemen. The non-sailing staff consisted of an administrator and 27-29 male and female servants. The crew uniform was of blue broadcloth with silver linings.
Service
Construction SS Willem III was built for Stoomvaart Maatschappij Nederland (SMN) by John Elder & Co. of Govan on the River Clyde. She was launched on 8 March 1871. At that time she was expected to leave Nieuwdiep under Captain E. Oort for Batavia on 15 May. Some time later, on 3 May 1871, Willem III made her trials, and was to leave for Nieuwediep shortly after. On Thursday 4 May at 7 o'clock in the evening Willem III left Greenock for Nieuwediep.
In Nieuwediep On 8 May 1871 Willem III arrived in Texel. That same morning entered Niewediep, where she unloaded 332 tons of coal.
The departure to the Dutch East Indies was planned for 15 May. It meant that a lot had to be done in Nieuwediep. A large number of small ships arrived to transfer cargo. Loading was done hastily, with quite some cargo getting damaged.
Meanwhile many people wanted to visit the ship. An extra train to Den Helder was planned for the visitors on Sunday 14 May. Many steam vessels also brought spectators. That day the flag was hoisted on many buildings in Nieuwediep. From 12 till 4 o'clock in the afternoon visitors could see almost the whole ship. After the visits the board of the SMN gave a big dinner on board ship. In the evening fireworks depicted the ship. These were followed by a ball that lasted till the next morning. Prince Henry meanwhile arrived in Den Helder with the last train. In the early morning of 15 May Prince Hendrik arrived on board and had lunch.
A detachment of extra troops for the Indies was planned to sail on Willem III. It were 125 men commanded by Captain N.J.H. van Heijningen, lieutenants 2nd class O.F.W.F. Von Lindenfels, E.K.A. de Neve and H. Ovink, as well as medical officer L. Ritsema. By 11 May the plan was that this detachment would leave Harderwijk on 15 May, and embark on Willem III the same day, but this kind of contradicts departure of the ship on that day.
Delayed departure On 15 May the planned departure of Willem III did not take place. According to some this was caused by the government insisting on an inspection of the steam engines, even though these had already been certified in England. In the evening of 15 May the detachment of soldiers arrived in Nieuwediep. It's not known whether this prevented departure the same evening. What is known is that loading continued on Tuesday evening.
Whatever the cause of the delay, Willem III steamed out of Nieuwediep on Wednesday 17 May at noon. She then anchored before the harbor to adjust the compasses. On Thursday 18 May at half past seven in the evening Willem III left Nieuwediep for Batavia. On board were 69 passengers, 125 soldiers and a precious cargo.
Passengers were pleased with how little the ship vibrated, and had a pleasant evening getting to know each other that first evening. On Friday things seemed very hopeful; the ship had cruised at 10 knots and people were calculating when they would see Gibraltar. One of the passengers of first class B (four person cabins) had complained about a steam pipe running near the bed of his child. It was not isolated and had gotten so warm at night that his child could not remain in its bed. The captain had seen to it, and the passenger hoped that it would be better. In the ladies bathroom much steam had been observed, but the ladies were told that the engineer had already taken care of it.
Burned near Southampton In the evening of Friday 19 May 1871 Willem III was steaming in fair weather in the English Channel. At about nine o'clock in the evening the children were put to bed, and some passengers followed this example. One passenger, Mrs Pabst and her four children remained on deck for a very long time. She told other passengers that one of the steam pipes in her cabin produced an unbearable heat in her cabin.
Other passengers had gone to the saloon, where some ladies made music, and the gentlemen played cards. Shortly before 10 o'clock Mrs Pabst also joined the ladies in the saloon. Willem III then reached a position between the longitudes of Isle of Portland and Wight, about 20 English miles from Ventnor.
At about 10 o'clock passengers walking on deck then heard someone yelling 'fire', and so did the people in the saloon. It was followed by general pandemonium. Parents rushed towards their children and goods. The captain and officers rushed forward to investigate and organize fire fighting. It was found that one of the first class passenger cabins near the bow had caught fire. Four children sleeping there were quickly saved by some men. The fire spread so quickly that attempts to quench it failed. After a short time frame sailors started to bring lifebuoys on deck, and the seriousness of the situation became clear. Nothing could be saved. The heavy smoke prevented passengers from reaching their cabins, and the same applied to the crew. Many passengers were only partly clothed, and many children had only blankets.
The captain then gave orders to ready the boats. There was quite some trouble to get the boats from the deck and to the waterside. They were heavy and new, and the crew had only been on board for three days. Now the soldiers played a key role in getting the boats in position. Later witnesses would declare that it was only the large number of available hands that made it possible to get the boats into the water. Many frightened passengers threw themselves in the boats, while they were still on board. It caused that they had to be vacated again, and so precious time was lost. However, order was restored.
Now the first boat was designated for women and children, and was lowered into the water. As many women and children as possible were let in. Due to the water rising in this life boat, one quickly realized that the plug had not been put in, but this problem was quickly solved. Five more boats were lowered into the water, and filled with male passengers, some of the soldiers and some crew to manage them. During this process some navy officers on board were said to have been essential in preventing accidents from happening to the frightened passengers. These were Captain Pieter van der Velden Erdbrink, lieutenant 2nd class M.J.C. Lucardie, W.F. Wesselink, and H.H.J. Kempe, who took the lead of the separate lifeboats.
Nevertheless, most of the troops could not be fit in the boats, because some of these left while not yet full. Therefore many soldiers had to remain on board the burning ship, but they retained discipline under the command of their officers. It was sheer luck that there was almost no wind. The boats were floating on a calm sea. They had almost no oars, and would have been in big trouble if the sea became rougher.
Rescue